Fuel system for internal-combustion engines



Feb. 13, 1923. 1,444,852.

A. eoswsa. I FUEL SYSTEM FOR lNTERNAL C'GMBUSTION ENGINES.

' HLED'MAR. 30, I918, Q G SHEETSMSHFET 1- A. ROSNEB. FUEL SYSTEM FOR INTERNAL COMBUSHON ENGINES.

FILED m30,1@18.

pi} SHEEITS-SHEET 2.

N ENGINES. I

A. RUSNER. FUEL SYSTEM FOR INTERNAL COMBUSTIO s sHEE'r's---sHET 3.

HLED MAR. 30, HHS.

Feb. 13, 192.

A, ROSNER,

FOR INTERNAL COMBUSTION ENGiNES,

FUEL SYSTEM 5 SHEETS--SHEET 4.

FILED MAR, 30, 1918.

Feb, 13, 192:

A. ROSNER. FUEL SYSTEM FOR INTERNAL COMBUSTION ENGINES.

6 SHEETS-SHEET 5' FILED MAR, 30, I918.

Feb. 1, 1923.

l A. ROSNER.

EUEL SYSTEM FOR INTERNAL comsusnow ENGINES.

HLED MAR, 30,' I918- wmia a 30 In the drawings:

Patentedfeh. 13, 1923.

,tJNITED s'mrrss PATENT .L -IMIENTS, TO THE LQCOMOBILE COMII? AN PORATION DELAWARE.

Y; OF BRIDGEIBORT, CONNECTICUT, A COR- FUEL SYSTEM FOR INTERNAL COMBUSTION ENGINES.

Application filed March 30, 1918. Serial No. 225,787.

' i To alf'whomit may conaem:

Be it knownthat I, Aoonrn Bosnian, a citizen of the United States, and a resident of Bridgeport," in the county of Fairfield scale on line 11-.11 of Fig. 2.

5. andState of Cnnecticut, have invented alf Improvement inFuel Systems for Internal Combustion Engines, of-which the following description, in connection 'with the accompanying drawings is a specification, like characters on the drawings representing like This ine'ention relates to heat ng systems deri Xjheat frominternal combustion engi'nes, using fthe same to perform some '15 heating f'unction, and is more especially,

' thoughy'not' exclusively, concerned with a fuel-system in which the heat of the exyhaust is utilized .to heat the air, liquid fuel and combustible mixture, provision being made for the control of the amountof heat ,applied in accordance with the particular --condition's under which the engine is operated. i

' My invention will be best understood by reference to the following description, when taken-in connection with the accompanying drawings of one specific embodiment thereof, while its scope will be more particularly pointed out in the. appended claims.

Fig. 1 is a plan of an internal combustion engine equipped with a fuel system embodyingmy invention, a portion only of the latter being illustrated in this View; Flgq' 2'is a side elevation of the parts shownpin Fig. 1; U

'Fig. 3 is a plan of the remainderof the. fuel system, and constitutes in effect a continuation of Fig. 1;

. Fig. 4 is a side elevation of the-parts shown in Fig. 3, and constitutes in effect a continuation of Fig. 2;

Fig. 5 is a sectional-view on'line 5- -5 of Fig.4"; Y

Fig. 6 isa sectional view on an enlarged scale on line 6- 6 of Fig. 2;

Fig. 7 is a sectional viewon an enlarged sca'leon line 77 of Fig. 2;

'Fig. 8 is a sectional view on line 8-8 of Fig. 9. is a sectional vi'ew on line 9-9 of Fig. 10 is a detail Ian on an enlarged scale, showing theintake manifold and can buretor; and I Fig. 11 is a sectional view onan enlarged Referring to the drawings, and to the embodiment of my invention which is illustrated therein, I have shown (see Figs. 1, and 2) an internal combustion .engine of the four-cylinder type, having its cylinders cast in pairs 22-22, and receiving their supply 0 combustible mixture through any appropriate intake manifold, such as a manifold 23. The exhaust gases may be carried away by an exhaust manifold 2 L, to

which is connected-an. exhaust pipe 25 leading to' a muflier- 26. n

While the intake manifold may be of any usual or desired construction, I have herein shown a manifold which, per se, isinot my invention, the same being provided with a fuel intake passage having an inlet trunk 27 and two branches 28, to conduct the -'va-' porized fuel to the engine cylinders 22, to which the manifold may be secured in any suitable manner, as by providing the same with fianges29, havingiholes 30- to receive usual stubs 31. The mixture of air. and fuel, drawn from the carburetor hereinafter described into the inlet trunk 27, flows] through the branches 28 to the engine cylinders in streams whose directions are in dicated by the several arrows G in Figs. 6, 9and11.

In the use of the grades ofgasolinenow being supplied, and more especially.in cases i where it is attempted to use kerosene ordistillate as a fuel, much difliculty is experienced, owing to the fact that the vaporized fuel has a strong tendency to condense. Some of theliquid fuel is deposited in the intake passages, and some is carried .even

iiito the cylinders. This is attended by sev 'eral undesirable results, including the rapid formation of-carbon deposits, to say nothing .of the "lack of economy and the difiiculties 'had with the proper functioning of the en-- :ginejhese troubles are toov well-known to require 'ther description.

In the intake manifold selected forilluspassage adapted to receive s0me=suitable hot fluid, such for example as the exhaust from the engine. Th s stream of heating fluid is H tration, there isprovided a heating fluid comb" ed in proximity to the fuel. passages, and in such manner as to secure the best possible results. the present example, i have shown a heatingfiuid passage having a trunk. 32 (see Figs. 9 and 1%, and two branches 33 leading; therefrom. "referably, the inlet trunk 32 for the heating fluid is adjacent the inlet trunk 27 for the combos lible mixture, and preferably, one trunk leads in the opposite direction w'i'zh reepeol; to an; other. in the pro-cur. example, the arrangemem is such than. he heating fluid is brought in "1 the "ilold transversely the branch messa es 26 or the fuel conduit, and, is col rte-d about he incozningr througgl the use of stream i gaseous; iiui f. u che =1? 3%., wlncn, in $11.11, GOHTETRHZiNL-ll-QS with e branches 5.

'lhus l". have prov at ibis point where the fuel enters and divided into lwo streams what is known a "hol; spot, at which the heat is concenlra'led just as lhe rnixlure oi. vaporized fuel and air leuveehhc carburetor. It should here be noleail than at the l of part of the clnunbcr an, where the inlet trunk delivers the hoi; exhaust, said chamber is provided wiln a Wall, extending in general direction 1': ausversely of the entering str am or hold exhaust, as well as transversely 1 like stream of vaporized. fuel and which enters lihe fuel in take trunk Q7. Thus i4. should be evident. that both streams impinge in. opposite rcctionsn wn opposite surfaces; of the Els'ff thus renting lhe Va orizaan n 'ol l1ydro-c.rbon, which is more or condition a fog mixture when ii" strikes the surface.

3y reference 0 Fig. 9, it will be observed thar the branches 33 lead from the chamber 34 in a downward direction about the sides of the fuel conduit to apoint beneath the branches of the latter, and then longitudinally of and beneath said branches. lly this means, any liquid fuel gravitating to the bottom of the fuel passage is subjected to the heating effect of the stream of hot exhaust therebeneath, and is re-vaporizaui. The branches 33 lead'then in an u i'wnrd direction transversely of the branches 528, a. best shown at the extren'ae right; and lefthand ends of Fig. 9, and then above and lmlniiudinnlly of the branches 2'8, and in the opposite direction, as beer shown in the upper portion of Fin". 9. Thus it is evident that the stream of heating fluid is com'lucteil first transversely, then lengthwise of and. in the same direction as the stream of gaseous fuel. and then lengthwise of and in the opposite (lircciion, passing first beneath the fuel passage and then above. l'ly'chiemeans the beer effect ia ccured, since cl heat of the exhaust grant is applied where ill moelu ncededmnd after it hasbecoine somewhat cooled is carried along the upper per-- nee lease lion of the fuel conduit, Where less heat is needed. The direction of flow of the exhaust indi ated by the several arrows G in .u'i-s, l and 9.

Any suitable provision may be made for c0; :clingz the beating fluid passages to suitable comluits to conduct the heatingfluid n and from the manifold, but in the present example, i have provided the latter with a boss 36, best shown in Figs. 9 and 10, having an opening" 37 for the entrance, and an opening 38 for the exit of said fluid. Herein :his boss is provided with threaded openin e 39, to receive studs 40, by means of ch lhe manifold may be secured. to a h 4:1, to which are connected conduits i i-1nd 4-3. it should here be observed, by reference to Figs. 9 and 10, that the branches outlet ori ice 38, and that one branch is subdivided as at ll (see Fig. 6) into two branches, which lead past the trunk 32. In

"Y and 11, the branches 28 are some what enlarged, as at 4:5, to formchambers for thermostats 4-6, which are disposed in the path of the gaseous fuel on opposite sides of the inlet trunk 28, and in positionsbest calculated to provide for their use incontrollingr the supply or fuel, such control, however forming no part of my invention.

[is a means for supplying a combustible mixture to the intake manifold, l have herein shown a rarlmrctor 47, which, per se, fern no pan; of my invention, and which is) unnccesi-sary-here to show or to describe in detail, except that it may be notedthat zhe carburetor selected for illustration is one oi the type using two fuels, one a highly: explosive ll)"(lI'(P-('ll1'l)0ll, such as gasolinc and the other a heavier and less-explosive hydro-carbon. such as kerosene or distillate. To this end, the. carburetor selected for illustration is provided with two usual and welllrnown float chambers 48 and 4!). either of which is adapted to deliverliquid fuelllO through a passage 50, leading to one or more nozzles 51. which deliver streams of atomized fuel. into "he throat of a Vcntm'i tube 52, as best Show u in Fig. 9. It is unnecessary here to describe the remaining details of the 'carl'mreto'r. since they have nothing what-v ever in do with my present invention, it being: umlcretood that the engine operates in id 22!, and having a plurality of Referring again to the pipe 42, (see Fig. 6)

hereinbefore described, which is used to conduct exhaust gas to ..the intake manifold to heat the letter, said pipe may be connected to the exhaust manifold 24in any appro priate manner, a stove 56 with an inner passage outer surrounding passage 63.

passage provides a means of between the exhaust manifold 24 and the 62 "and an The inner pipe 42, ,While the surrounding passage 63' provides a Way of communication between.

the inlet ports 57 and the pipe 58. B ,this

vmeans, the hot gasespassing throng the passage 62 into the pipe 42 leading to'the intake manifold, heat the incoming air 1n "the surrounding passage 63 before such air,

passes through the p1pe 58'to the intake of the carburetor. It should now be evident that I have provided a means for. heating not only the. air which is taken into'form the mixture, but the mixture itself after it leaves thecarburetor and passes throu'gh the intake manifold into the engine.

After the exhaust gas has been utilized to heat the intake manifold, it is cooled to a considerable extent,'and if desired it can then be led through 'the hereinbefore described pipe 43 to apoint adjacent the float chamber 49, to raise the temperature of'the' latter to facilitate itscarburetion. To this end, I have herein provided the carburetor with a fuel heating chamber 64, best shown in Figs. 10 and 11, adjacent and preferably integral with the float chamber 49. Into this chamber, the partially cooled exhaust gases are delivered by the pipe 43, and thus come in contact with .a relatively small area of the-wall of the float chamber 49, after which they are conducted from the chamber (34 by a pipe 65, which may lead to any suitable point. Thus itis evident that means for heating the liquid fuel. as Well as the atmosi'iheric'air and combustiblemixture, is provided, thereby ensuring the formation of a comparatively stable gas, which has no opportunity to condense, because it is heat d up to the point where it enters the engin Nowit must be evident that, in a system of this kind, when the engine is operated at high speed or under .aheavyload and with a comparatively wide throttle opening, the engine generates more heat than is the case when the engine is running'at a slower speed and under a lighter load, especially but I have herein provided communication when it is idling. This difference is well illustrated by the difference between the conditions which obtain when a motor vehicle is ascending a grade, as compared with those which exist when the vehicle is descending,

especially as in the latter case the engine is usually idling, but the forward motion of the vehicle, due to the down grade, produces a more or less rapid cooling effect.

. It is obvious that unless special provision is made, the fuel system will receive too much heat when the engine is running under heavy load or at. high speed, and not enough when it is running under light load or at low speed. To the end. that these difliculties may be avoided, I have provided inter-connect-ing means between the fuel-throttling means and the fuel-heating means to' cause a decreased heating eflect accompanying an increased fuel supply, on the one hand, and an increased heating efi'ect accompanying a decreased fuel supply, on the other ha d,v 3

as I- shall now describe.

I In connection. with 'fuel systemsrfor 'in-. ternal combustmnengmes, 1t- 1s: customary to provide a manually-operable throttlecontrolling 1 lever, and a. foot-operated thr'ottle-controllin lever, the latter-being commonly calledte accelerator edal, both .of which "levers. are. connected mechanism to the throttle valve in. such a y suitable.

manner that'either may be availed ot-for the control of the valve. In the present example, ,I'havje omitted any showing of: the manually-operable lever, but in Figs. 1 and; 2, I. have shown a common form of acceleri 5 ator pedal,66, 'fulcrumed at 67, and con-1 nected-to the throttle valve; stem 55 by suitable connections,'includin'g a link 68, an

arm 69, a link 70, a bell-crank lever'7l, a

link 72, and an arm-73, the latter being se-.

'cured'to the vsilve'stem. The arrangement is' such that pressure of the foot in a downward direction on the pedal, 66 causes the throttle valve to open, while the latter is closed by va usual spring 74, herein con-- nected at one'endto the pedal, and at its The other endto a. suitable fixed point. manual control, as herein partially illustrated, includes an. arm 75, securedfto'the throttle .valve stemy'5'5," and connected by ali'nk 76, bell-crank. lever 77, link 78, and

arm "79, to a rockshaft 80, the latter being usually. connected to thewell-knownmanually-operable lever (not shown), whichis customarily v mounted on the steering-col 1mm of a motor vehicle.

.As a means for carrying the heating 'efiect,

I have herein provided, 'at asuitable point in the exhaustv system? an exhaust throttling valve 81 (see Fig.4) ,1 herein located adja-- cent the inlet end .oflthe inufiler 26.] mien 5' this valve is closed, as in. Fig. 4, no way" i of escape of the exhaust into ,the-.mufiler is provided, and hence. the choking of the exrso 1 haust passage causes the exha iist to be di-- verted and compelled to flow from the exhaust manifold 24: (see Fig. 6) through the" passage 62, pipe 42, and header 41, into and through the pamages 32 and 33 of the intake manifold, and thence out again through the header l1 and through the pipe 43 into and through the chamber ('54, whence it passes througl'i the pipe 65 to the atmosphere at a suitable point. Under these circumstances the full heating of the exhaust is utilized to heat the liquid fuel, the airand the combustible mixture.

W hen, however, the exhaust throttle valve 81 open, a free escape is provided past said valve into the muliier 26, and under such circustances, a small portion only of I the exhaust gases will flow through the fuel and air heating system. It is desirable that the action of the exhaust throttle valve should be automatic, so that, 'vvithoutth operator giving the matter any thought, said valve shall close as the fuel throttle valve closes, and open as the fuelj-throttle valve opens. To this end. lihave herein provided interconnecting means between the fuel throttle valve and the exhaust throttle valve. These may take various forms, but in the present example, include an arm R2, link 83, lever 84 (see Figs. 3 and 4), link arm 86, rockshai't 87,-arm 88. and

.link 89, the latter being connected to the hcreinbefore described bell-crank lover 71. which forms a part of the connections between the acceleratorpedal 6G and the fuel throttle valve 54. The arrangement is such that. when the fuel throttle valve opens to give an increased fuel supply, the exhaust throttle valve also opens to give a decreascd heating ell'cct, and, on the other hand, when the tuc throttle closes to decrease the fuel supply, the exhaust t'hrottle -valvic; also closes to increase the heating effect.

From the foregoing, it is evident that the control of the heat supplied to the fuel s tem is automatic, and that the heating effect is varied in accordance with the particular conditions under which the engine ated. It follows that I have provided a means to awoid too great heating of the -e l system when the engine- ,is operating at big. speed or under-heavy load, and i J little heating when the engine is operating at low speed or under light load, or when it is idling.-

\Vhile I have herein shown and described one form or embodin'ient of my invention for illustrative purposes, and have disclosed and is operdiscussed in'detail the construction and a1 may be made, without, departing from the principles thereof.

Having thus described my invention, what I claim and desire by Letters Patent to se cure is: i y

1. The combination with an internal combustion engine,- o-t' charge-forming means having an air inlet. an engine intake to conduct combustible mixture from said chargeforming means to said engine, a throttle valve to control the supply of combustible mixture to said engine. a main exhaust pipe leading from said engine, a branch exhaust pipe leading from said main exhaiist pipe to heat the combustible mixture passing through said engine intake to said engine, a throttle valve to cause some exhaust. gas to pass througheach of said pipes or to cause all of the exhaust gas to pass through said branch exhaust pipe. :1 jacket in part about, a portion of said main exhaust pipe and in part about said branch exhaust pipe and presenting an air inlet and an air outlet delivering air heated by said exhaust pipes to said air inlet of said charge-forming means, and means conjointly to control said valves. I

2. The combination with an internal combustion engine, of chargc-iorming means having an air inlet, an engine intake to conduct combustible mixture from-said chargelOlllllilg means to said engine. a throttle mixture tosaideiwine a main exhaust i )e pipe in constant communication with said main exhaust pipe to heat the combustible mixture passing through said engine intake to said engine, a throttle valve to closeosaid main exhaust pipe to a greater or less extent, a jacket in part about a portion of said main exhaust pipe and in' part about said branch exhaust pipe and presenting an air inlet .and

an air outlet delivering aii" heated by'said exhaust pipes to said air inlet of said chargeforming means, and means conjointly to control said valves.

In testimony whereof I have nanic to this specification.

.ADOLPH ROSNERI signed my 

